Driver assistance system and collision avoidance procedures

Abstract

Method for avoiding collisions between vehicles, the method comprising: Receiving (310) data representing a first journey path (MPP1) of a first vehicle (110-1), wherein the first journey path (MPP1) is a most likely journey path of the first vehicle (110-1) calculated by a horizon provider of the first vehicle (110-1) and represents in a traffic network from a current position of the first vehicle (110-1) a future journey path along which a driver of the first vehicle (110-1) is most likely to travel; Receiving (320) data representing at least one second route (MPP2 - MPPn) of at least one other vehicle (110-2 - 110-n), wherein the second route (MPP2) is a most likely route of one of the other vehicles (110-2 - 110-n) calculated by a horizon provider of the respective other vehicle (110-2 - 110-n) and represents in the traffic network from a current position of the respective other vehicle (110-2 - 110-n) a future route along which a driver of the respective other vehicle (110-2 - 110-n) is most likely to travel; wherein the data representing the routes (MPP1 - MPPn) identify one or more nodes (510, 520) of the transport network and / or one or more links (530) between nodes (510, 520) of the transport network and / or one or more form points of the respective route (MPP1 - MPPn); Identifying a collision risk (220) within the transport network; Calculating (330) a first arrival time, when the vehicle (110-1) belonging to the first travel path (MPP1) arrives at the collision-prone location (220), depending on the first travel path (MPP1); Calculate (330) a second arrival time, when the vehicle (110-2 - 110-n) belonging to the second travel path (MPP2) arrives at the collision-prone location (220), depending on the second travel path (MPP2); Calculate (330) a time difference between the first and second arrival times; Determine (340) whether the first travel path (MPP1) collides with the second travel path (MPP2); and to detect a path collision, to initiate (350) a signal generation to warn the driver of at least one of the vehicles (110) of a possible collision with another vehicle (110); wherein the detection (340) of a path collision and / or the initiation (350) of a signal generation is carried out depending on the calculated time difference, wherein a threshold value for the time difference is chosen depending on attributes of the links (530) or attributes of the nodes (510, 520).

Description

Technical field

[0001] The present disclosure relates generally to a technique for avoiding collisions between vehicles. In particular, the disclosure relates to a technique for avoiding collisions based on the most probable travel path of at least one of the vehicles involved. background

[0002] Vehicles, such as cars, trucks, and motorcycles, are increasingly being equipped with driver assistance systems. These include navigation devices and advanced driver assistance systems (ADAS). These systems can be retrofitted to older vehicles or carried by the driver as portable devices, which can then be connected to the vehicle's electronics.

[0003] A navigation system accesses stored data from an underlying traffic network. This stored data serves two purposes: firstly, to display a realistic representation of the traffic network on the navigation system's screen, and secondly, to calculate routes or paths through the network. Based on this stored traffic network, navigation systems can calculate specific routes or paths between a starting point and a destination. Furthermore, speed limits can be displayed to the driver on a screen or in the windshield, or lane markings can be shown, indicating the driver's position to follow the route.

[0004] One aspect of driver assistance systems is supporting the driver in controlling the vehicle. A driver assistance system can alert the driver to features on the road ahead. For example, the headlights can be adjusted when cornering and / or approaching intersections to increase road safety. In other words, the driver assistance system supports the driver through "anticipatory driving."

[0005] For these tasks, the driver assistance system requires a most probable route, i.e., a possible future route. This most probable route is also referred to as the "Most Probable Path" (MPP). The calculation of such a future route (route) is performed by a horizon provider. This provider determines an expected horizon, also called an electronic horizon, along which the driver is most likely to travel. The electronic horizon is determined using a traffic network, which is provided, for example, by the navigation system or another map data provider.

[0006] Starting from the vehicle's current position within the road network, various routes are determined along roads and intersections. For each possible route, probabilities are calculated indicating the likelihood of the driver choosing that route. These probabilities can be determined by attributes of the roads and intersections or based on stored driving data from previous trips. The current position is determined using established systems and procedures, and the current maximum point of aim (MPP) is continuously calculated. If the horizon provider knows a destination and a route leading there, for example, through a connected navigation system, this route can represent the MPP or at least significantly influence its calculation.The MPP does not have to encompass the entire calculated route, but can, starting from the current position, only represent a specific upcoming section of the route.

[0007] Furthermore, DE 10 2012 009 297 A1 relates to a method for assisting a driver in operating a vehicle, whereby driver instructions are issued depending on a predicted future potential collision risk and / or risk of subsequent collisions between the vehicle and other road users. For this purpose, the driver intentions of two vehicles are determined. The driver intentions include the intention of each driver to carry out merging and / or pulling out maneuvers, merging and / or pulling out maneuvers, lane changes, and overtaking maneuvers.

[0008] German patent DE 10 2012 021 282 A1 relates to a method for coordinating the operation of fully automated vehicles. For this purpose, a trajectory is first determined for each vehicle using environmental information describing the vehicle's surroundings and ego information describing the vehicle's state, including a target position. The trajectory data is a temporal sequence of driving interventions during fully automated driving.

[0009] US Patent 2012 / 0086582A1 concerns a method for using overlapping electronic horizons. In this method, a probability value is determined from the electronic horizons of two vehicles, indicating the probability that the two vehicles will arrive simultaneously at a common position on a given road segment.

[0010] Even though navigation systems and driver assistance systems already support the driver in controlling the vehicle, there is still room for improvement in these systems. Brief overview

[0011] It is an improved technology to provide assistance to the driver of a vehicle.

[0012] According to the invention, this problem is solved by a method according to claim 1 or 6, by a server system according to claim 5, by a device according to claim 14 and by a computer program product according to claim 22. Advantageous further developments are the subject of the dependent claims.

[0013] According to a first aspect of the present disclosure, a method for avoiding collisions between vehicles is provided. This method comprises receiving data representing a first path of a vehicle, wherein the first path is a most probable path of the first vehicle, and receiving data representing at least one second path of at least one other vehicle, wherein the second path is a most probable path of one of the other vehicles. The method also comprises determining whether the first path collides with the second path. The first and second paths are most probable paths for the respective vehicles. These paths may be future paths along which the respective vehicles are most likely to travel.Additionally, the procedure also includes initiating a signal generation to warn a driver of at least one of the vehicles of a possible collision with the other vehicle upon detection of a path collision.

[0014] If a collision between the first and second paths of travel is detected, the driver of at least one of the vehicles involved can be warned by a corresponding signal. This warning can be a general alert, such as an audible warning or a visual warning signal like an exclamation mark, to the driver's awareness of an impending hazard. The warning can also be more specific, explicitly alerting the driver to a hazardous situation involving another vehicle. In this case, the warning can include additional information, such as "Caution: Possible collision in x seconds" or "Caution: Vehicle approaching from the right at the next intersection."

[0015] Receiving data can involve receiving information that identifies one or more nodes of a transportation network, one or more connections between nodes of the transportation network, and / or one or more shape points of the respective route. This data can identify the most likely route (MPP) in a transportation network. For example, the data may contain identifiers (IDs) of the transportation network nodes. Similarly, the data may contain identifiers (IDs) of one or more connections between nodes of the transportation network along the MPP. Alternatively or additionally, one or more shape points along the respective MPP may also be included in the data through corresponding identifiers (IDs).Particularly at the beginning or end of the MPP, such form points can be specified, since the MPP does not necessarily begin and / or end at a junction of the transport network. Of course, the junction(s) and form point(s) can alternatively or additionally be included as coordinates in the transport network or as global coordinates in the data; for example, coordinates in the WGS84 or Mercator formats.

[0016] Furthermore, the received data may also contain information about an underlying map dataset. For example, the map dataset may be identified by a unique identifier (ID) and / or a name and version number of the map dataset may be included in the data. This allows verification as to whether the received data can be used directly or must first be transferred to a different map dataset. If the node(s) and shape point(s) contained in the data are received as global coordinates, they can also be used without information about the underlying map dataset.

[0017] Alternatively or additionally, receiving data can include receiving data representing the current position of at least one of the vehicles belonging to the routes. The current position can be specified in the form of coordinates. Alternatively or additionally, the current position can also be included in the data by specifying a node in the road network or a waypoint along a route. Likewise, alternatively or additionally, the current position can also be included in the data by specifying the distance to a node in the road network or a waypoint.

[0018] Determining a traffic path collision involves identifying a collision-prone location within a traffic network. For example, by evaluating attributes of the connections and junctions of the traffic network along the first traffic path, it can be determined where the first traffic path (MPP) intersects another connection within the network. This allows for the identification of junctions where other connections within the traffic network arrive at or terminate in the direction of travel of the MPP, such as merging lanes. Similarly, the transition from a one-way street to a two-way street can be identified. Furthermore, by evaluating the lanes of the connections, overtaking lanes or other collision-prone locations can be identified using the corresponding attributes of a connection.

[0019] Accordingly, identifying a collision risk location can involve checking whether the first and second travel paths share a common element in the road network. As mentioned above, this common element can be an intersection or a connection within the network. Analyzing the shape of these connections can also indicate a collision risk location. For example, curves on a road connection (winding road) can be identified where overtaking could lead to a dangerous situation. Similarly, the beginning and end of a no-overtaking zone can also be collision risk locations.

[0020] The method also includes calculating a first arrival time, when the vehicle belonging to the first path arrives at the collision-prone location, depending on the first path. Similarly, the method includes calculating a second arrival time, when the vehicle belonging to the second path arrives at the collision-prone location, depending on the second path. Furthermore, the method includes calculating a time difference between the first and second arrival times, whereby the detection of a path collision and / or the initiation of a signal generation occur depending on the calculated time difference.

[0021] If a collision risk is detected on one or both MPPs (Maximum Points of Contact), a warning should only be issued to the driver if the vehicles arrive at the collision risk within a specific time difference (a specific time window). For example, a warning can be omitted on a merging lane if there is more than 1 or 2 seconds between the arrival times of the two vehicles involved. In the case of an intersection, a time difference of 3 or even 5 seconds can be chosen to trigger a signal generation or to determine a potential collision path. During an overtaking maneuver, the relevant time difference can be even greater (e.g., 8 seconds), as a sufficient safety distance between the vehicles involved should be maintained. The time values ​​mentioned here are only examples.Of course, shorter or longer time differences are also possible.

[0022] Additionally, initiating signal generation can involve sending data to at least one vehicle that identifies a potential collision with another vehicle. This data transmission can therefore not only warn of a possible collision in the near future but can also contain specific information. For example, data can be sent to at least one of the vehicles indicating the potential collision location (intersection, merging lane, deceleration lane, passing lane, etc.) by specifying a corresponding identifier (ID) within the road network. Furthermore, the data can also include an indication of a potential collision time. Thus, even without specifying a collision location, the receiving vehicle can generally warn the driver of a hazardous situation at a given time.

[0023] According to another aspect of the present disclosure, a server system is provided that comprises a data transmission unit and a processor system. The data transmission unit is configured to receive data from and send data to at least one vehicle. The processor system is configured to control the data transmission unit and to execute the method according to the first aspect described above and / or one of its described modifications.

[0024] According to such a server system, vehicles can transmit only their most probable path (MPP) to the server. If an MPP has already been transmitted, vehicles can transmit only segments of the MPP that have changed since the last transmission. The server's processor then determines whether a path collision exists between two or more of these vehicles. In the event of such a collision, a signal is transmitted to the vehicles involved, enabling them to warn their drivers. Thus, the computing power required to detect path collisions can be provided by a server system, while the vehicles' devices only need to be designed to determine an MPP, transmit it to the server, and receive and output a warning signal.This allows for the use of devices with lower computing power in the vehicles, making them more cost-effective to manufacture. The required bandwidth for data transmission can also be reduced compared to a complete data exchange between all vehicles.

[0025] In contrast, according to another aspect, a method for avoiding collisions between vehicles is also provided, wherein the method is executed by a device in a first vehicle. This method comprises acquiring the current position of the first vehicle and determining a travel path of the first vehicle based on the acquired current position, wherein the travel path is the most probable travel path of the first vehicle. The method further comprises receiving data representing a travel path of a second vehicle, wherein the travel path is the most probable travel path of the second vehicle, and determining whether the travel path of the first vehicle collides with the travel path of the second vehicle.Upon detection of such a path collision, the procedure may also include initiating a signal generation to warn the driver of the first vehicle of a possible collision with the second vehicle.

[0026] According to the procedure outlined in this aspect, receiving data includes receiving data that identifies one or more nodes of a road network and / or one or more connections between nodes of the road network and / or one or more waypoints of the second vehicle's route. Alternatively or additionally, determining the most probable route (MPV) can also be based on map data, where the map data represents roads of at least one road network area in which the first vehicle's current position lies. The map data can be provided, for example, by a navigation system or navigation software. Based on the determined current position of the first vehicle, a specific section of the map data (a so-called map element or "tile") can be identified.The data stored in this map element includes nodes, connections, and connection attributes of the underlying road network within the area represented by the map element. Based on this data, the MPP (Mean Point of Contact) for the first vehicle can be determined. Naturally, more than one map element can be used to determine the MPP, starting from the current position of the first vehicle. For example, depending on the distance of the current position from an edge of the map element, an adjacent map element can also be used to determine the MPP.

[0027] Determining a path collision involves identifying a collision-prone location within a road network along the path of the first vehicle. As mentioned above, this collision-prone location could be an intersection, passing lane, merging lane, deceleration lane, the end of a one-way street, etc. Determining a collision-prone location may include checking whether the paths of the first and second vehicles share a common element in the road network. Here, an element in the road network primarily refers to a junction or connection within the network. However, determining a path collision can alternatively or additionally be performed more generally, checking whether the MPPs (Measured Points of Progress) of the vehicles involved share a common map element.

[0028] Alternatively or additionally, receiving data can also include receiving data that identifies a collision-prone location within a traffic network along the path of the second vehicle. In other words, data regarding the MPP of the second vehicle can be received, in which a collision-prone location has already been identified.

[0029] The procedure also includes calculating a first and a second arrival time, as well as a time difference between these two times. The first arrival time indicates when the first vehicle arrives at the collision-prone location, calculated based on its associated route. Similarly, the second arrival time indicates when the second vehicle arrives at the collision-prone location, also calculated based on its associated route. Determining a route collision and / or triggering a signal are then performed based on the calculated time difference.

[0030] Furthermore, the procedure can include receiving data representing a time when the second vehicle occupied a specific position. A second arrival time can then be calculated based on this time. Alternatively or additionally, the procedure can include receiving data representing a time of danger, indicating when the second vehicle is (or will be in the future) at the collision-prone location. A second arrival time can then be calculated based on this time of danger. In both cases, the first vehicle receives data that allows it to calculate the future movement of the second vehicle (using a time reference to a specific position of the second vehicle).Upon receiving the future hazard time, the first vehicle can determine whether it will arrive at the relevant collision-prone location at a similar time. A similar time means that the first vehicle arrives at the collision-prone location with a certain time difference from the hazard time. This arrival can be either earlier or later than that of the second vehicle.

[0031] Furthermore, the calculation of a first arrival time can be based on the current position of the first vehicle, and / or the calculation of a second arrival time can be based on the starting point of the second vehicle's route. Alternatively or additionally, the method can include receiving data that identifies the position of the second vehicle. In this case, the calculation of a second arrival time is based on the position of the second vehicle.

[0032] The received data can originate from a central server system. For this to work, the first vehicle can be connected to the central server system via a data connection. Alternatively, the data can also be received directly by the second vehicle (using a so-called point-to-point connection).

[0033] Furthermore, the procedure can also include the transmission of data. The transmitted data can represent the current position of the first vehicle, the most probable path (MPP) of the first vehicle, map data of a map area in which the current position of the first vehicle lies, a collision-prone location within a traffic network, and / or a time of hazard when the first vehicle is located at the collision-prone location. The data can be transmitted to a central server system. Alternatively or additionally, the data can be transmitted to another vehicle via direct data communication.

[0034] When receiving and sending data to and from a server system, the server system can pre-filter the data. For example, the server system can only forward MPPs of other vehicles to the first vehicle if they are located on the same or an adjacent map element to the first vehicle's current position. If, however, the server system does not know the vehicle's current position, it can forward the MPPs of all other vehicles to the first vehicle.

[0035] According to another aspect of the present disclosure, a device for avoiding collisions between vehicles is provided, which is arranged in a first vehicle. The device comprises a position detection unit configured to detect the current position of the first vehicle. Furthermore, it comprises a path determination unit configured to determine a travel path of the first vehicle based on the detected current position, wherein the travel path is a most probable travel path (MPP) of the first vehicle. Finally, the device also comprises a data transmission unit configured to receive data representing a travel path of a second vehicle, wherein the travel path is a most probable travel path of the second vehicle.Finally, the device includes a data processing unit configured to determine whether the path of the first vehicle collides with the path of the second vehicle, and, upon detecting a path collision, to initiate signal generation to warn a driver of the first vehicle of a possible collision with the second vehicle.

[0036] Furthermore, the path determination unit can be configured to additionally determine the route of the first vehicle based on map data, where the map data represents traffic routes of at least one traffic network area. This at least one traffic network area can be a traffic network area in which the vehicle's current position lies.

[0037] The data processing unit is further equipped to identify a collision-prone location within a traffic network along the path of the first vehicle. Alternatively or additionally, the data transmission unit can be equipped to receive data identifying a collision-prone location within a traffic network along the path of the second vehicle.

[0038] The data processing unit is further configured to calculate the first arrival time of the first vehicle at the collision-prone location, depending on its associated route, and to calculate the second arrival time of the second vehicle at the collision-prone location, also depending on its associated route. The data processing unit is further configured to calculate the time difference between the first and second arrival times and to detect a route collision and / or to initiate signal generation based on this calculated time difference.

[0039] Additionally, the data transmission unit can be configured to receive data representing the time at which the second vehicle occupied a specific position, and / or data representing the point at which the second vehicle is at the collision-prone location. In this case, the data processing unit can further be configured to calculate the second vehicle's arrival time based on the second vehicle's time input and / or the point at which the second vehicle is at risk. Alternatively or additionally, the data processing unit can be configured to calculate the first vehicle's arrival time based on the first vehicle's current position and / or to calculate the second vehicle's arrival time based on the starting point of the second vehicle's path.

[0040] Furthermore, the data transmission unit can be configured to receive data indicating the position of the second vehicle. The data transmission unit can then be configured to calculate the second vehicle's arrival time based on its position.

[0041] Alternatively or additionally, the data transmission unit can also be designed to receive and send data to and from a central server system and / or a data transmission unit of another vehicle.

[0042] The data processing unit can also be configured to perform one or more functions of the path determination unit and / or the position detection unit.

[0043] Furthermore, the device described above can be part of a vehicle navigation system and / or part of a driver assistance system. Alternatively or additionally, the device can be portable.

[0044] According to another aspect, a computer program product is provided that includes parts of program code which, when executed by a processor system, cause the processor system to perform one of the procedures described above. Brief description of the drawings

[0045] Further details, aspects, and advantages will become apparent from the following drawings. They show: Fig. 1 a system of devices according to embodiments of the present disclosure; Fig. 2 a schematic representation of a traffic network as well as the most likely paths of two vehicles and the determination of a path collision; Fig. 3 a flowchart of a process according to an embodiment of the present disclosure; Fig. 4 a flowchart of a further method according to a further embodiment of the present disclosure; and Fig. 5. An example of a road section in a transport network, including the location of junctions and connections. Detailed description

[0046] The present disclosure is explained with the aid of schematic block diagrams. The technical teaching underlying these diagrams can be implemented in hardware, software, or a combination of both. Such implementations include digital signal processors (DSPs), application-specific integrated circuits (ASICs), and other switching or computing components.

[0047] First, the following will be used as a basis Fig. Five elements of a transport network explained. Fig. Figure 5 shows an example of a graphic representation of a section of a traffic network or road network as it is stored for navigation systems or driver assistance systems. A traffic network is represented by nodes, such as intersections or junctions, and the connections between them. In the Fig. Figure 5 shows a section of the road network depicting an intersection and a junction. The underlying data contains a unique identifier (ID) for each intersection and junction, allowing the corresponding junction to be referenced or located. An example is shown in Fig. 5 the intersection (left in the picture) is identifiable by the number “1”, while the branch (right in the picture) is identifiable by the number “2”.

[0048] The rest of the transport network is represented in the underlying data by connections (also called "links") between or at these nodes. Each of these connections is also identifiable by a unique identifier. The identifiers "51", "11", "21", "5", "6", and "10" identify the connections in the network. Fig. The five connections shown are shown. The underlying data of this transport network also stores the starting and ending nodes for each connection. For example, connection "5" has nodes "1" and "2". This results in a complete network of all transport routes.

[0049] To calculate a route through this transport network, further attributes of the connections and the junctions are stored in the data. For example, in Fig. As can be seen from the junction "2" shown in Figure 5 (on the right in the image), this junction can only be approached from one direction, coming from connection "10". In other words, connection "6" can only be accessed from connection "10". Similarly, the attributes of junction "1" indicate that connection "5" is a one-way street that ends at intersection "1".

[0050] Furthermore, additional attributes, such as a road class, number of lanes, tunnels, roundabouts, merging lanes, deceleration lanes, speed limits, etc., can be stored in the road network data. Shape points can also be stored for a connection between two junctions. These shape points indicate points on the connection between the two junctions where a property of the connection or an attribute changes. For example, a speed limit, no-overtaking zone, no-stopping zone, etc., can begin or end. The geometry of the connection can also change at a shape point. For example, the curvature of the underlying road (curve) changes at a shape point.By specifying coordinates, such as global coordinates or relative coordinates related to a node, the road route can be saved in a simple form.

[0051] The methods and devices of this disclosure can operate on the basis of this stored data. For example, a horizon provider or a driver assistance system can use this data, as explained below.

[0052] Fig. Figure 1 shows a system 100 consisting of devices according to exemplary embodiments of the present disclosure. It schematically depicts devices 110 for preventing collisions between vehicles. These devices 110 can be arranged in a vehicle. Fig. Figure 1 shows two of these devices 110 in general terms as vehicles 110-1 and 110-2, while another of these devices 110-N is shown in more detail. Of course, the device 110-N can also be integrated into a vehicle or arranged within it as a portable device. For example, the device 110-N is part of a motor vehicle navigation system. Alternatively or additionally, the device 110-N can be part of a driver assistance system. In the case of a portable device 110-N, an interface (not shown) may be provided to connect the device 110-N to other vehicle components, such as a display device, a loudspeaker unit, or a position detection unit integrated into the vehicle.

[0053] The device 110 comprises a position detection unit 150, which is configured to detect the current position of the vehicle. The position detection unit 150 can be a satellite-based position detection unit, such as a GPS system. Alternatively or additionally, the position detection unit 150 can also include one or more inertial sensors, such as a speedometer, accelerometer, steering angle sensor, gyroscope, etc. The position detection unit 150 can also operate using map-based methods, whereby a position within a traffic network or map is detected and tracked based on changes in steering and speed, and / or on a determination of compass direction, and / or on map information.

[0054] The device 110 further comprises a horizon provider or path determination unit 160, which is configured to determine a travel path of the vehicle in which the device 110 is arranged, based on the detected current position. This travel path is a most probable travel path of the vehicle. The most probable path (MPP) is a future travel path of the vehicle that is most likely to be taken. This MPP is determined using nodes of a traffic network and / or connections between such nodes of the traffic network and their associated attributes, as described above with reference to Fig. As explained in section 5, the system determines the most likely route. Starting from a specific position within the road network, such as the vehicle's current position, various routes are identified along the road network's connections and junctions. Probabilities are calculated for each possible route, indicating the likelihood that the driver will choose it. These probabilities can be determined by the attributes of the connections and junctions (such as road classification, number of lanes, speed limits, etc.) or based on stored driving data from previous trips. For example, the system might consider a route frequently chosen by the driver as more likely than a route on a road that has never been traveled before. The path with the highest probability is then designated as the most likely route (MPP).

[0055] The defined MPP can be stored based on its nodes and / or the connections between them. Storing the identifiers (IDs) of the nodes and / or connections is sufficient for this purpose. Furthermore, the calculated MPP can be transferred to other vehicle components for further use, such as a driver assistance system. This transfer occurs via a socket connection or bus connection within the vehicle (e.g., CAN, LIN, Ethernet, etc.).

[0056] The device 110 further comprises a data transmission unit 140, which is configured to receive data representing a travel path of a second vehicle. This travel path is also a most probable travel path, in this case, that of the second vehicle. In the Fig. Figure 1 shows the data reception by each of the devices 110. Device 110-1 receives at least one travel path (MPP2..n) of a second vehicle or several other vehicles. Device 110-2 receives the MPP1 of the first vehicle 110-1 as well as the travel paths MPP3..n of the other vehicles. Device 110-N also receives at least one most probable travel path (MPP1..n-1) of at least one other vehicle, such as vehicles 110-1 and 110-2.

[0057] In Fig. Figure 1 schematically depicts a network 120, through which data reception to the data transmission unit 140 is accomplished. The network 120 can be a data network, such as the internet. Alternatively, it can also be a mobile phone network. Since the devices 110 are mobile devices, data reception by the at least one MPP is wireless. For example, the data transmission unit 140 establishes a mobile phone connection, and in particular a mobile phone data connection, for this purpose.

[0058] The sending and receiving of an MPP can be limited to the transmission of nodes and / or connections in the transport network located on or along the MPP. Here, it is sufficient to send or receive only the identifiers (IDs) of the corresponding elements of the transport network. This allows for the transmission of a very small amount of data, minimizing the use of storage, processor, and data transmission resources. Depending on the configuration of the devices involved (110) and / or the network (120), more data can, of course, be transmitted. For example, information on waypoints, relative position data on a connection, vehicle-related GPS coordinates, or even timestamps for certain data points can also be transmitted. The data is transmitted using a format and protocol suitable for the data, the network (120), and the devices (110).Examples of data formats include JSON (JavaScript Object Notation), Franca IDL (Franca Interface Definition Language), XML (Extensible Markup Language), and UML (Unified Modeling Language). Of course, specialized, purpose-built binary formats can be used to minimize bandwidth requirements. Suitable transmission standards include TCP / IP and / or UDP.

[0059] The device 110 also includes a data processing unit 170, which is configured to determine whether the travel path of the first vehicle (e.g., 110-1) collides with the travel path of the second vehicle (e.g., 110-2). Furthermore, upon detecting a travel path collision, the data processing unit can initiate the generation of a signal to warn the driver of the first vehicle of a potential collision with the second vehicle. The generated signal can be a warning signal, which is sent to an output unit (not shown) to issue the warning to the driver. For example, this could be a screen displaying a graphical representation of a warning (exclamation mark and / or text and / or another warning symbol). Alternatively or additionally, an audible warning message can be issued via a loudspeaker in the vehicle.This could be a specific tone, a specific sequence of tones, or a speech output.

[0060] The Fig. Figure 1 further shows a server system 130, which comprises a data processing unit 131 and a processor system 132. The data transmission unit 131 is configured to receive data from and send data to at least one vehicle. A schematic representation is shown in Figure 1. Fig. 1 a data exchange in both directions via the network 120 with the devices 110 (i.e. the vehicles) is shown.

[0061] The processor system 132 is designed to control the data transmission unit 131. To this end, it can further process the received data and prepare data for transmission to the devices 110. Fig. As can be seen in Figure 1, each device or vehicle 110 transmits its respective associated route path MPP1 to MPPn and receives the remaining routes MPP1..n, with the exception of its own route path. In the case of the server system 130, all routes MPP1..n are received. If each device 110 communicates exclusively with the server system 130, the devices or vehicles 110 transmit their own routes to the server system 130, which then forwards the received routes to all other devices or vehicles 110. This can also be filtered so that only routes relevant to a particular device 110 from other vehicles are forwarded. Relevance can be determined based on spatial proximity.

[0062] The processor system 132 is further configured to execute certain process steps in order to carry out a method according to an embodiment of the present disclosure. These process steps may be the same or largely the same steps as those carried out by the data processing unit 170 of one of the devices 110. For this purpose, a computer program product comprising at least parts of program code may be stored on the server system 130 or the devices 110. These parts of program code can be executed by the processor system 132 to cause the processor system 132 to carry out a method.

[0063] Such a procedure is now being implemented using the Fig. 2A to 2C as well as Fig. 3 described. In the Fig. Figures 2A to 2C depict a section of a transport network, presented in the form of nodes, connections, and attributes, as already shown above. Fig. 5 was explained in more detail. In the section of the transport network according to the Fig. For the sake of clarity, only the unique identifiers of the connections are shown in figures 2A to 2C. These connections are identified by the identifiers (IDs) "10", "70", "56", "14", and "19". Naturally, the nodes between the connections are also assigned corresponding unique identifiers, but these are not shown in the figures for the sake of clarity. The underlying data may also contain attributes for the connections and nodes, which are used for evaluating and determining routes and MPPs.

[0064] Fig. Figure 3 presents a flowchart of a method according to an embodiment of the present disclosure. The method can be implemented, for example, by the processor system 132 of the server system 130 (both Fig. 1), but also by the data processing unit 170 of the device 110-N (also Fig. 1) are executed. This procedure begins with the reception (step 310) of an initial journey path. Data representing the initial journey path of a vehicle is received. The initial journey path is the most probable journey path of the first vehicle 110-1. In the Fig. 2A shows such a route by means of a widened representation on the associated connections. The route MPP1 starts at the current position 210 and, in this example, consists of a portion of connection "10" and the complete connections "56" and "19". The received data can also include the nodes between the connections along the route. Likewise, the received data can include shape points. These shape points can be points along a connection where certain properties of the connection change, such as a curvature in the road alignment, a speed limit, or other characteristic properties of the connection. For the case of route MPP1 according to Fig. For example, 2A can contain a form point of connection "10" in the data representing the first travel path to mark the beginning of the MPP. Advantageously, this form point defining the beginning of the MPP is the form point on connection "10" that is closest to the current position 210. The vehicle's direction of travel can be taken into account to avoid defining a form point that has already been "passed" as the beginning.

[0065] In a further step 320 of the procedure, data is received that represents at least one second journey path MPP2 of at least one further vehicle 110-2. As in the Fig. As shown in Figure 2B, this second route, MPP2, comprises part of connection "70", the complete route "56", and part of connection "14". Of course, the data representing the second route, MPP2, can also include a longer route than the one shown. For example, the complete route "14" could also be included in the data for the second route.

[0066] The next step is to determine whether the first path MPP1 collides with the second path MPP2 (step 340). Determining a path collision can, in its simplest form, involve comparing paths MPP1 and MPP2. As in Fig. As shown in Figure 2C, a first possible collision point is identified at the junction between connections "10", "70", and "56". Based on the determination of this path collision, a signal can be generated in step 350 to warn the driver of at least one of the vehicles 110 involved of a possible collision with another vehicle 110. For this purpose, the processor system 132 can initiate the transmission of data identifying a possible collision with another vehicle 110 to at least one of the vehicles 110. The corresponding data is transmitted via the data transmission unit 131 and the network 120 to the respective data transmission units 140 of the devices or vehicles 110 (step 360).

[0067] When receiving data representing a route (MPP) (steps 310 and 320), data representing the current position of at least one of the vehicles belonging to the routes (MPPs) can optionally also be received. This can be coordinate data within a global coordinate system. Alternatively, relative coordinates in relation to the road network can also be included in the data as the current position. For example, relative coordinates on a route (such as a distance to a junction belonging to a route) or information about waypoints on a route can be this data.

[0068] Based on the current position of vehicle 110 and the connection attributes known to system 132, the arrival time of vehicle 110 at specific junctions or other points within the transport network can be determined. As described in the Fig. 2A and Fig. As shown in Figure 2B, the arrival time for vehicle 110-1 at the first junction (between connections "10" and "56") can be determined to be 10 seconds. The arrival time for vehicle 110-1 at the next junction (between connections "56" and "19") can be determined to be 40 seconds. For the second vehicle, 110-2, the arrival times at the respective junctions of route MPP2 are 8 seconds and 38 seconds, respectively. Based on these time specifications, the processor system 132 is able to determine a route collision more accurately.

[0069] The procedure also includes step 330, which involves identifying a collision-prone location within a road network prior to determining a path collision. Processor system 132 can evaluate the attributes associated with the connections and junctions of the road network along the path MPP1 for vehicle 110-1 in order to identify such a collision-prone location within the road network. A collision-prone location can be an intersection, i.e., a junction within the road network, but also other hazardous locations within the road network. These include, for example, merging lanes, deceleration lanes, passing lanes designated for at least one direction of travel, the beginning of a curve, i.e., a point on a connection, the end of a one-way street and the merging with oncoming traffic, etc.

[0070] The processor system 132 can now determine whether the driving paths MPP1 and MPP2 touch at least at these collision-prone points. Thus, even without considering the temporal aspect, each of these collision-prone points can be indicated to the driver of the respective vehicle by means of a corresponding signal or an audible warning. This provides the driver with a warning at each of these points that it is not only a collision-prone point, but that a collision is also possible due to the driving path (MPP) of another vehicle 110.

[0071] In step 330, when determining a collision-prone location, it can also be checked whether the first and second traffic paths (MPP1, MPP2) share a common element in the traffic network. For example, opposite directions of travel on a road (connection) with separated lanes (median strip, etc.) do not share a common element. This check allows for a more detailed determination of the collision-prone locations. It can also be determined whether and how many collision-prone locations of a traffic path MPP1 of a first vehicle 110-1 lie in / on a second traffic path MPP2 of a second vehicle 110-2. Vehicle 110-2 may turn, so the traffic paths do not intersect at every collision-prone location of the first traffic path MPP1.

[0072] Furthermore, in step 330, an initial arrival time can also be calculated. This initial arrival time indicates when vehicle 110-1, belonging to the first travel path MPP1, arrives at the collision-prone location. Again with reference to Fig. 2A, for example, these could be the nodes and the arrival times of 10 seconds and 40 seconds already mentioned above. These arrival times are determined by processor system 132 depending on the first route MPP1. Processor system 132 can also calculate a second arrival time. This indicates when vehicle 110-2, belonging to the second route MPP2, arrives at the collision-prone location. The calculation of the second arrival time is also based on the second route MPP2. As in Fig. Figure 2B shows the arrival times of 8 seconds and 38 seconds at the respective collision-prone locations, in this case, the intersections. Based on these calculated arrival times, a time difference between the first and second arrival times is calculated. Whether a path collision has occurred can then be determined based on this calculated time difference. Additionally or alternatively, a signal can be generated to warn the driver, depending on the calculated time difference.

[0073] As in Fig. As shown in diagram 2C, there is a time difference of approximately 2 seconds between the arrival times of the two vehicles, 110-1 and 110-2, at the first point of potential collision. This time difference can be compared to a threshold value. For example, the threshold value could be 5 seconds. To avoid potentially false hazard scenarios, the threshold value could also be shorter, for example, 3 seconds or even just 2 seconds. The threshold value can also be chosen based on the connection or junction attributes. For example, priority directions, the bending of a route, and the continuity of the route in the same direction can also be taken into account. Using the example of... Fig. 2C assumes that if vehicle 110-1 has the right of way, it will not reduce its speed, while the turning vehicle 110-2 will reduce its speed at the intersection. Furthermore, vehicle 110-2 must turn, i.e., merge into the other traffic, which takes more time than for vehicle 110-1, which is passing through. Therefore, a higher threshold can be set for vehicle 110-2 than for vehicle 110-1.

[0074] In any case, if the time difference is less than the threshold, a signal is generated and transmitted to the respective vehicle. Based on this signal, devices 110-1 and 110-2 can issue a warning to the respective driver. Vehicle 110-1, for example, might (assuming this vehicle has the right of way) only issue a small (quiet) warning to the driver indicating that a vehicle is about to merge from the left. In the case of vehicle 110-2 (assuming this vehicle must yield the right of way), a corresponding warning message is issued to the driver, indicating or sounding that a vehicle is approaching the intersection from the right, where the right of way must be given. The same applies, for example, to right-of-way rules.This allows at least one driver to be warned that another vehicle 110 is also on the most likely route of vehicle 110 at a similar or the same time.

[0075] This system can be further supported by the fact that the infrastructure of the transport network can also transmit data to the vehicles. For example, road signs, traffic lights, or similar devices can transmit data about the current traffic situation to surrounding vehicles. For example, at the intersection that is in Fig. If 2C is marked as a collision-prone location and a traffic light system is in place, the corresponding traffic light sequences can be transmitted to vehicles 110 and used to generate a warning signal. It is also conceivable that, in the event of a traffic light malfunction, the relevant right-of-way direction is transmitted to the vehicles. Thus, if the traffic light system is out of order, vehicles 110-1 and 110-2 can issue appropriate collision warnings to the respective drivers, taking the current right-of-way situation into account. Naturally, the infrastructure can also send this data to server system 130 for further processing.

[0076] A similar method for avoiding collisions between vehicles can be implemented on a device (a unit) 110-N of a first vehicle. For example, the data processing unit 170 can implement a method as described in the Fig. As shown in Figure 4, the process can be carried out. A server system 130 can be used to receive data. Alternatively, the devices 110 of the participating vehicles can communicate directly with each other, so that the data processing unit 170 of vehicle 110-N performs the evaluation of the driving paths.

[0077] As in the Fig. As shown in Figure 4, the procedure optionally begins with the acquisition of a current position (step 405). The current position can be determined using a satellite-based system or based on a map and other vehicle information (speed, steering angle, direction, etc.).

[0078] In any case, a route for the first vehicle will be determined. This can be done based on the recorded current position. The route is the most probable route MPP1 of the first vehicle 110-1. Determining the most probable route MPP1 can also be done using map data. The map data can represent traffic routes of at least one traffic network area in which the current position of the first vehicle 110-1 lies. The map data can be provided by a navigation system (not shown). Alternatively, the map data can also be stored by the data processing unit 170.

[0079] In a further step 420, data is received representing a travel path of a second vehicle 110-2. This travel path is also a most probable travel path MPP2 of the second vehicle 110-2. According to a further procedural step 440, it is determined whether the travel path MPP1 of the first vehicle 110-1 collides with the travel path MPP2 of the second vehicle 110-2. Upon detection of such a travel path collision, a signal can be generated in step 450 to warn the driver of the first vehicle 110-1 of a possible collision with the second vehicle 110-2.

[0080] The above to the in Fig. The details described in section 3 of the procedures shown also apply to the procedure according to Fig. 4, which is executed on a device of the first vehicle 110-1. In this method, a step 430 is also performed to calculate the arrival times and time difference of at least two vehicles at a collision-prone location within the traffic network. The method can further receive data representing a time indication of when the second vehicle occupied a specific position. This data can be received together with the data of the second route MPP2 or separately. In the latter case, at least a vehicle identification of the second vehicle 110-2 must also be included in the data so that the data can be combined with the received route data. Based on this received time indication, the data processing device 170 can perform a second arrival time calculation for the second vehicle 110-2 at the collision-prone location.

[0081] Alternatively or additionally, data representing a hazard time can be received from the second vehicle 110-2. The hazard time represents the point in time when the second vehicle 110-2 is located at the collision-prone location. In this case, the data processing unit 170 can calculate the second vehicle's arrival time based on the hazard time. This alternative is particularly advantageous if, in addition to the MPP (Maximum Point of Contact), potential collision-prone locations along the MPP have already been identified for each vehicle 110. In this case, it is useful not only to transmit the traffic network data representing the MPP, but also the hazard times at which the second vehicle 110-2 is located at the collision-prone location(s).Therefore, the time when the second vehicle 110-2 is located at the relevant positions does not need to be calculated by the data processing unit 170 of the first vehicle 110-1.

[0082] Finally, in step 460, data is also transmitted from the first vehicle 110-1. This data can represent the current position of the first vehicle 110-1, the most probable route MPP1 of the first vehicle 110-1, map data of a map area in which the current position of the first vehicle 110-1 lies, a collision-prone location within a traffic network, and / or a time of danger when the first vehicle 110-1 is located at the collision-prone location. The data can be transmitted to a central server system 130. Alternatively or additionally, the data can be transmitted to the network 120 without specifying a particular recipient and thus be received by other vehicles 110-2 to 110-N and also by the server system 130.

[0083] The two in relation to the Fig. 3 and Fig. 4 as well as the Fig.The procedures described in sections 2A to 2C relate to collision avoidance or warning at an intersection. Of course, other collision-prone areas can also be detected and taken into account by these procedures, such as the overtaking lanes, merging / exit lanes mentioned above, etc.

[0084] The present disclosure offers the advantage that navigation systems and / or driver assistance systems for vehicles can be improved. This allows for the implementation of intersection assistants, overtaking assistants, or improved lane keeping assistants.

[0085] Known systems use the Most Probable Path (MPP) only for local driver assistance tasks within the vehicle itself. Exchanging the MPP between vehicles can improve collision avoidance and thus increase road safety. Furthermore, MPP transmission can be very simple. The data defining the MPP is limited to just a few bytes, as only minimal traffic network data, specifically identifiers (IDs), needs to be transmitted. This allows the use of switching and computing components with a very low level of complexity, which in turn significantly increases processing, computation, and transmission speeds. For example, simple application-specific integrated circuits (ASICs) can be used, or small software-based controllers can be integrated into existing processor systems to implement this disclosure.Therefore, the methods and devices of the present disclosure can not only be easily integrated into existing systems (navigation systems, driver assistance systems, vehicle control systems, etc.). Furthermore, adapting existing systems to the methods and / or devices of the present disclosure requires very few computing and data transmission resources, thus placing an extremely low burden on the existing systems.

[0086] The present disclosure is particularly easy to implement if the vehicles use the same underlying map data. In that case, it is advantageously sufficient to transmit only the unique identifiers (IDs) of the connections and nodes along the respective MPP. The driver assistance systems and / or navigation systems of the other vehicles can, due to the same data basis (the same map data), immediately compare the received MPP with their own and perform the procedures described above.

[0087] But even if the vehicles use different map data, the present disclosure offers many advantages. Only an additional geographic map matching process is necessary. For this purpose, as an alternative or in addition to transmitting the unique identifiers (IDs) of the connections and junctions, the transmission of universally valid geometric information about the connections and / or junctions, such as global coordinates, is useful. This geometric information can be overlaid on the map data by any receiving device, and the most suitable connections and junctions can be determined. Since, according to the present disclosure, only one MPP or a part thereof is transmitted, only a small amount of data needs to be sent for map matching. Alternatively or in addition to geometric information, certain road attributes, such as road class or road name, can also be transmitted.For added security, coordinates of important nodes, such as the first and / or last node of the MPP and optionally an intermediate node, can also be transmitted in this case. This allows the receiving devices to map the received MPP onto their own map data.

[0088] Another advantage of using a server system is that it can store various map systems (map data). Furthermore, the server system can be equipped with sufficient processing power to perform map comparisons between these different systems. For example, the server system can establish a data transmission session with each vehicle, with each vehicle transmitting its underlying map data to the server system. Based on this data, the server system can then send each vehicle the MPPs (Measured Points of Presence) of the other vehicles in geometric form (e.g., WGS64 coordinates) or in the format described in the procedure, i.e., with unique identifiers (IDs) of the connections and nodes of the map data used in the respective vehicle.

Claims

[1] Method for avoiding collisions between vehicles, the method comprising: Receiving (310) data representing a first journey path (MPP1) of a first vehicle (110-1), wherein the first journey path (MPP1) is a most likely journey path of the first vehicle (110-1) calculated by a horizon provider of the first vehicle (110-1) and represents in a traffic network from a current position of the first vehicle (110-1) a future journey path along which a driver of the first vehicle (110-1) is most likely to travel; Receiving (320) data representing at least one second route (MPP2 - MPPn) of at least one other vehicle (110-2 - 110-n), wherein the second route (MPP2) is a most likely route of one of the other vehicles (110-2 - 110-n) calculated by a horizon provider of the respective other vehicle (110-2 - 110-n) and represents in the traffic network from a current position of the respective other vehicle (110-2 - 110-n) a future route along which a driver of the respective other vehicle (110-2 - 110-n) is most likely to travel; wherein the data representing the routes (MPP1 - MPPn) identify one or more nodes (510, 520) of the transport network and / or one or more links (530) between nodes (510, 520) of the transport network and / or one or more form points of the respective route (MPP1 - MPPn); Identifying a collision risk (220) within the transport network; Calculating (330) a first arrival time, when the vehicle (110-1) belonging to the first travel path (MPP1) arrives at the collision-prone location (220), depending on the first travel path (MPP1); Calculate (330) a second arrival time, when the vehicle (110-2 - 110-n) belonging to the second travel path (MPP2) arrives at the collision-prone location (220), depending on the second travel path (MPP2); Calculate (330) a time difference between the first and second arrival times; Determine (340) whether the first travel path (MPP1) collides with the second travel path (MPP2); and to detect a path collision, to initiate (350) a signal generation to warn the driver of at least one of the vehicles (110) of a possible collision with another vehicle (110); wherein the detection (340) of a path collision and / or the initiation (350) of a signal generation is carried out depending on the calculated time difference, wherein a threshold value for the time difference is chosen depending on attributes of the links (530) or attributes of the nodes (510, 520). [2] Method according to claim 1, wherein receiving (310, 320) data comprises receiving data representing the current position (210) of at least one of the vehicles (110) belonging to the routes (MPP1 - MPPn). [3] Method according to claim 1 or 2, wherein identifying a collision-prone location (220) comprises checking whether the first and second travel paths (MPP1, MPP2) have a common element in the traffic network. [4] Method according to any one of claims 1 to 3, wherein initiating a signal generation comprises sending (360) data identifying a possible collision with another vehicle (110-2 - 110-n) to at least one of the vehicles (110-1). [5] Server system (130), comprising: a data transmission unit (131) configured to receive data from at least one vehicle (110) and to transmit data to at least one vehicle (110); and a processor system (132) configured to control the data transmission unit (131) and to execute the method according to any one of claims 1 to 4. [6] Method for avoiding collisions between vehicles (110), wherein the method is performed by a device in a first vehicle (110-1) and comprises: Acquiring (405) a current position (210) of the first vehicle (110-1); Determining (410) a route path (MPP1) of the first vehicle (110-1) based on the detected current position, wherein the route path (MPP1) is a most likely route path of the first vehicle (110-1) calculated by a horizon provider of the first vehicle (110-1) and represents in a traffic network from a current position of the first vehicle (110-1) a future route along which a driver of the first vehicle (110-1) is most likely to travel; Receiving (420) data representing a route (MPP2) of a second vehicle (110-2), wherein the route (MPP2) is a most likely route of the second vehicle (110-2) calculated by a horizon provider of the second vehicle (110-2) and represents in the traffic network from a current position of the second vehicle (110-2) a future route along which a driver of the second vehicle (110-2) is most likely to travel; wherein the data representing the route (MPP2) identify one or more nodes (510, 520) of the transport network and / or one or more links (530) between nodes (510, 520) of the transport network and / or one or more form points of the route (MPP2); Identifying a collision risk (220) within the transport network; Calculating (430) a first arrival time, when the vehicle (110-1) belonging to the first travel path (MPP1) arrives at the collision-prone location (220), depending on the first travel path (MPP1); Calculating (430) a second arrival time, when the vehicle (110-2) belonging to the second travel path (MPP2) arrives at the collision-prone location (220), depending on the second travel path (MPP2); Calculate (430) a time difference between the first and second arrival times; Determine (440) whether the travel path (MPP1) of the first vehicle (110-1) collides with the travel path (MPP2) of the second vehicle (110-2); and on detecting a path collision, initiating (450) a signal generation to warn the driver of the first vehicle (110-1) of a possible collision with the second vehicle (110-2); wherein the detection (440) of a path collision and / or the initiation (450) of a signal generation is carried out depending on the calculated time difference, wherein a threshold value for the time difference is chosen depending on attributes of the links (530) or attributes of the nodes (510, 520). [7] Method according to claim 6, wherein the determination of the most probable route is based on map data, the map data representing traffic routes of at least one traffic network area in which the current position (210) of the first vehicle (110-1) is located. [8] Method according to claim 6 or 7, wherein identifying a collision-prone location (220) comprises checking whether the travel paths (MPP1, MPP2) of the first and second vehicle (110-1, 110-2) have a common element in the traffic network. [9] Method according to any one of claims 6 to 8, wherein receiving (420) data comprises receiving data that identifies a collision-prone location (220) within the traffic network along the route (MPP2) of the second vehicle (110-2). [10] Method according to any one of claims 6 to 9, further comprising: Receiving data representing a time when the second vehicle (110-2) occupied a specific position, whereby the calculation of a second arrival time is based on the time of the second vehicle (110-2); and / or Receiving data representing a time of danger when the second vehicle (110-2) is at the collision-prone location (220), with the calculation of a second arrival time depending on the time of danger. [11] Method according to any one of claims 6 to 10, wherein the calculation of a first arrival time is based on the current position (210) of the first vehicle (110-1), and / or the calculation of a second arrival time is based on a starting point of the travel path of the second vehicle (110-2); and / or wherein the method further comprises: Receiving data indicating the position of the second vehicle (110-2), whereby a second arrival time is calculated depending on the position of the second vehicle (110-2). [12] Method according to any one of claims 6 to 11, wherein the data are received from a central server system (130). [13] Method according to any one of claims 6 to 12, further comprising: Sending (460) data representing the current position (210) of the first vehicle (110-1), the most likely route (MPP1) of the first vehicle (110-1), map data of a map area in which the current position (210) of the first vehicle (110-1) is located, a collision location (220) within the traffic network and / or a time of danger when the first vehicle (110-1) is at the collision location (220), to a central server system (130). [14] Device (110) for avoiding collisions between vehicles, wherein the device is arranged in a first vehicle (110-1) and comprises: a position detection unit (150) designed to detect a current position (210) of the first vehicle (110-1); a horizon provider (160) trained to determine a route (MPP1) of the first vehicle (110-1) based on the detected current position (210), wherein the route is a most probable route of the first vehicle (110-1) in a traffic network from a current position of the first vehicle, representing a future route along which a driver of the first vehicle (110-1) is most likely to travel; a data transmission unit (140) configured to receive data representing a route (MPP2) of a second vehicle (110-2), wherein the route (MPP2) is a most probable route of the second vehicle (110-2) calculated by a horizon provider of the second vehicle (110-2) and represents in the traffic network from a current position of the second vehicle a future route along which a driver of the second vehicle (110-2) is most likely to travel; wherein the data representing the route (MPP2) identify one or more nodes (510, 520) of the transport network and / or one or more links (530) between nodes (510, 520) of the transport network and / or one or more form points of the route (MPP2); and a data processing unit (170) that is trained to: Identifying a collision risk (220) within the transport network; Calculating (430) a first arrival time, when the vehicle (110-1) belonging to the first travel path (MPP1) arrives at the collision-prone location (220), depending on the first travel path (MPP1); Calculating (430) a second arrival time, when the vehicle (110-2) belonging to the second travel path (MPP2) arrives at the collision-prone location (220), depending on the second travel path (MPP2); Calculate (430) a time difference between the first and second arrival times; Determine (440) whether the travel path (MPP1) of the first vehicle (110-1) collides with the travel path (MPP2) of the second vehicle (110-2); and Determining (440) a path collision, initiating (450) a signal generation to warn the driver of the first vehicle (110-1) of a possible collision with the second vehicle (110-2); wherein the detection (440) of a path collision and / or the initiation (450) of a signal generation is carried out depending on the calculated time difference, wherein a threshold value for the time difference is chosen depending on attributes of the links (530) or attributes of the nodes (510, 520). [15] Device according to claim 14, wherein the horizon provider (160) is further configured to determine the driving path (MPP1) of the first vehicle (110-1) on the basis of map data, wherein the map data represent traffic routes of at least one traffic network area in which the current position (210) of the first vehicle (110-1) is located. [16] Device according to claim 14 or 15, wherein the data transmission unit (140) is further configured to receive data that identifies a collision-prone location (220) within the traffic network along the route (MPP2) of the second vehicle (110-2). [17] Device according to one of claims 14 to 16, wherein the data transmission unit (140) is further configured to receive data representing a time indication of when the second vehicle (110-2) occupied a certain position, and / or data representing a time of danger when the second vehicle (110-2) is located at the collision-prone location (220), wherein the data processing unit (170) is further configured to calculate the second arrival time depending on the time indication of the second vehicle (110-2) and / or depending on the time of danger. [18] Device according to one of claims 14 to 17, wherein the data processing unit (170) is further configured to calculate the first arrival time depending on the current position (210) of the first vehicle (110-1) and / or to calculate the second arrival time depending on a starting point of the route (MPP2) of the second vehicle (110-2). [19] Device according to one of claims 14 to 18, wherein the data transmission unit (140) is further configured to receive data that characterizes a position of the second vehicle (110-2), and wherein the data processing unit (170) is further configured to calculate the second arrival time depending on the position of the second vehicle (110-2). [20] Device according to one of claims 14 to 19, wherein the data transmission unit (140) is further configured to receive and send data from and to a central server system (130) and / or a data transmission unit of another vehicle (110-2 - 110-n). [21] Device according to any one of claims 14 to 20, wherein the device is part of a motor vehicle navigation system and / or part of a driver assistance system, and / or is a portable device. [22] Computer program product comprising parts of program code which, when executed by a processor system (132, 170), cause the processor system (132, 170) to perform the method according to any one of claims 1 to 4 or 6 to 13.

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